Compound locomotive or other compound engine



(No Model.) v 2 She'etsSheet 1. J. H. PITKIN & J. S. LANE COMPOUND LOOOMOTIVE OR OTHER COMPOUND ENGINE. No. 430,969.

Patented June 24, 1890.

(No Model.) 2 Sheets-Sheet 2.

J. H. PITKIN 8: J. S. LANE. COMPOUND LOQOMOTIVE OR OTHER COMPOUND ENGINE.

No. 430,969. Patented June 24,1890.

UNITED STATES PATENT OFFICE.

JULIAN H. PITKIN, OF RAVENSIVOOD, AND JULIUS S. LANE, OF OAK PARK,

ILLINOIS.

COMPOUND LOCOMOTIVE'. OR OTHER COMPOUND ENGINE.

SPECIFICATION forming part of Letters Patent No. 430,969, dated June 24, 1890.

Application filed December 12, 1889. Serial No. 333,479. (No model.)

To all whom it may concern:

Be it known that we, JULIAN II. PITKIN, of Ravenswood, and JULIUS S. LANE, of Oak Park, in the county of Cook and State of Illinois, have invented certain Improvements in Compound Locomotives or other Compound Engines, of which the following is a specification.

Our invention relates to what are known as compound locomotives, in which the steam is first used at high pressure in small cylinders and then exhausted into large cylinders, in which it is again used expansively at correspondingly low pressure.

The aim of the invention is principally to provide simple and convenient means for developing the abnormal amount of power required in starting the train and until it is under full headway; and to this end the improvement consists in a novel arrangement of throttle-valves and their operating devices by which the admission of steam to the smaller cylinders may be controlled, as usual, or'steam admitted at will directly from the boiler into the large cylinders, as will hereinafter more fully appear.

Under our organization the movement of one lever operates two throttles and admits steam from the boiler to both the high and low pressure cylinders to start the engine. The independent operation of a second lever then closes one throttle and cuts off the highpressure steam from the low-pressure cylinders. To stop the engine it is only necessary to close the main throttle by moving the firstnamed lever, which at the same time establishes its connection with the secondary throttle, so that it may again open both throttles. It is this combination of the two throttles with mechanism by which they are operated jointly and separately that forms the essence of our invention.

In the accompanying drawings, Figure 1 is I a side elevation of a locomotive having our 45 improvement incorporated therein, the cylinders, their valve mechanism, and other parts being shown in vertical section. Fig. 2 is a vertical cross-section of the sanie,taken on one side through the larger cylinder on the line 50 it a: and on the opposite side through the smaller cylinder on the line y y. Fig. 3 is a side elevation of the lever-connections em ployed for operating the throttles. Fig. 4 is a front elevation of the same. Fig. 5 is a sectional View of a detail.

In all its essential particulars, and with the exception of the branch pipe for admitting steam directly to the large cylinders and the throttle arrangements hereinafter described, the locomotive shown in the drawings is of ordinary construction. On each side there is a forward cylinder A, containing an ordinary piston and provided with the usual steamchest at and slide-valve a, by which the steam is delivered to and from the opposite end of o 5 the cylinder. Directly behind the cylinder A there, is a second and larger cylinder B, also provided with a steam-chest Z) and with an ordinaryslide-valve b for the admission and delivery of the steam. The pistons of the two cylinders are connected, as usual,by an intermediate rod 0, which is in .turn connected through the ordinary devices with the driving-wheels. The slide-valves of the two cylinders are connected by intermediate rods (Z,

operated through the ordinary link and eccentric connections from the axle of the forward driver. Live steam is delivered through pipe D from the dome of the boiler into the chest of the forward and smaller cylinder A. A pipe E leads from the exhaust-port of the forward and smaller cylinder to the steamchest of the larger cylinder.

The foregoing parts are all of ordinary construction and arrangement, and in the normal condition of affairs operate as usual, the steam being delivered through the pipe D into the chest of the smaller cylinder, thence to said cylinder, thence into the chest of the larger cylinder, and finally into the larger cylinder and thence to the exhaust.

I11 order that the live steam may be admitted directly to the larger cylinder, We provide the steam-supply pipe D near its forward end with branches D leading, as shown, di- 5 rectly into the chests of the cylinders B. At the junction of these branches D with the main pipe D We provide a throttle-valve F, of any approved construction, by which the flow of steam through the branches may be con- 10o trolled without affecting thefiow-to the smaller cylinders. At one end the main pipe D is provided with the usual throttle G, controlling the admission of steam thereto. When the throttle G is closed, steam is shutoff from-all of the cylinders. When the throttle G is open and throttle F closed, steam will pass directly to? the forward cylinders only and thence to the rear cylinders. \Vhen, however, the throt-v tles G and F are both open; live steam will pass directly to thechest of the forward cyl-' inder and also directly to the chest of the rear or larger cylinder. The steam thus ad-? mitted to the chest of the larger eylinderwill be delivered to the cylinder by the ordinary; .aotion of the'valve .andwilloperate at high, pressure on the piston, thus developing am abnormal amount of. power and enabling the engine to readily start the train. -It isto-bei observed that during this operation the tor ward cylinder. receitesz live steanr not. onlythrough itsvalveato one-side oftthe piston," but at the same time through pipeE fromthe chest of' the. larger cylinder. torthe-opposite side of the piston, andthisdur-ing themove-i ment-of the, piston in both directions. q'llhus' it will be seengthat the forward piston is sub; jectedto counteracting or neutralizingpress-g ures on oppositesides during the: time that high-pressure steam is used in the. larger cyl-i; inders so that forthetime being the forward cylindersand pistonsare: practically inactivej or ineffective. The instant that the throttle F; is closed, so that'steam can'no longer pass directly to the larger cylind er. or throughthe pipe j-E to the smaller cylinder; the engine. resumes its originalnaction; as awcompound; engine. For the purpose, of enabling the en gineerl to readily open." both throttles-as, req.uired,-iu; starting the engineand thereafter close the? forward throttle independently, we, provide the following arrangement .The, main throt-, tleiG is connected with a hand-lever H either, by means ofa rod .h, lever h',;and link if, shown, or by any equivalent connections; which will impart .a positive motion from. the; lever to the valve. This lever H is, provided} with an ordinary locking-dog J1 operatedby a thumb-latch 71 ,1 and engaging-a toothed locking-plate h, by which, the main throttle; may be held. in.- any required position. .Byi theside of the main: leverzll, and preferably; on the same aXis,,-we mount .a-secondHhand-i 'leverl,provided-with.,a .lockingidog 2', oper-i ated by thegusual thumb-latch and arranged; to engagea notched-arm .h on the main lever H. This :admits ,of the two levers being locked a together and operated .;as one, or of; the secondary lever being independently op; erated. .From, the-secondary lever we extend devices of -.any suitable character foroperat ing thesecondarysthrottleF. This connec-.* tion. may consist ofarod 1', connected byvarr elbow-lever 2' 1 to the throttle, as shown in Fig. 5, or any other equivalent mechanical ward and locked ,thereto.

action. Inorder, however, ,to,..re'duce the labor of operating the.-.par.ts,.we.prefer, as shown in Figs. 1 and 2, to connect the spindle of the throttle F to a piston f in the cylinder f, provided with a rocking valve f through which steam. maybe admitted .above or below the piston at will to open or close the'throttle. This steam-controlling valve is connected by rod-i with the lever I. In

y the normal condition of the; parts with the engine at rest the lever H stands in itsfor- Ward position with the lever Iv thrown for- Ifmow the lever H is moved to the rear, it carries with it the secondary lever, thezvtwo moving as one and opening both throttles, so that live steam is admitted from; the boilerjdirectl-y to the larger: and .also, to" both;- ends of the; smaller cylinders. zThe, lever H may zbeaad justed;,-to controla the rate =of;.steam-delivery {at :w-ill'. When: the. trairr ,hasacquiredthe -;.pro,per .momentum; the; secondary lever l I is: unlocked from the .mainlever ",and thrown forward, thereby causing the closure of the throttle F, thus shutting off: thedirect delivery ofsteam to :the 1 larger cylinders; without affecting: its deliveryto' the others.

3T0 stop the engine; it :is: onlyynecessary to throw forward the larger levenand-closexthe main throttle G. When this-is-zdone, the locking device'or'catch;automaticallytsecures the secondary lever to the main-lever iusuch position that; the backward motion of x the main; lever, will again open both, throttles, .as

in the first instance.

The essence of our invention presides,- it will be, perceived, in connection--withv the two throttles in such manner thatthey ;.may be operated, j ointly-or independently at wi ll;=and it is to be: understood that our. inventiouincludestany form of conneotion the :;mechanical equivalent of that herein shown.

It .will of. course: be; understood that'the two sides of our locomotive .are constructed in duplicate, as usual,.so that the description of one sideapplies equallywell to the other, and also: that our improvement, although intended more. especially 5 for locomotive engi-nes, is .also @applicable to" othervcompound I engines, suchtas. hoistingengines;marineengines,2&c.

illaving thus described our-invention, 1what we claim-is -1. In-a compound engine-and in-combiuation. with the usual communicating cylinders and 'theirvalves, a 1 throttlercontrolling;the

. steam-.deliveryto both.--;cyliuders,.,agthrottle .controlling. the delivery of ,steam :to the larger cylinder only, and connecting devices 1 between said throttles, substantiallyas shown, for operating. them. independently or; jointly atwill.

2. In acompound engine,*,the mainisteampipe, its throttle,=.and the throttleoperatingle- 5 ver controlling the steam-delivery to. the-highpressure cylinder, iu-combinatiou with the branch pipefordeliveringhigh-pressure steam IIG to the low-pressure cylinder, the throttle of the branch pipe, its operating-lever, and devices whereby said levers may be connected together or disconnected at will.

3. In a compound engine, the main throttle and lever controlling the delivery of steam to both the high and the low pressure cylinders, and a locking device to hold the lever, as usual, in combination With the secondary throttle and lever for admitting high-pressure steam directly to the low-pressure cylinder, and the toothed bar and catch connecting said levers.

4. In a compound engine, the steam-pipe leading from the boiler to the high-pressure cylinders, and the main throttle-valveand its lever controlling said pipe, in combination with the branch pipe leadin g to the low-pressure cylinders, the throttle in the branch pipe, the piston f, and the cylinder f to operate the second throttle, the steam-pipe leadin g from the boiler to cylinder f, the valve f the operating rod and lever, and the catch or locking device connecting said lever with the main throttle-lever.

' In testimony whereof We hereunto set our hands this 31st day of October, 1889, in the presence of two attesting Witnesses.

JULIAN I-I. PITKIN. JULIUS S. LANE. Witnesses:

J OHN LEWIS, JULIA E. LANE. 

